William henry wilmore



(No Model.) v

W. H. WILMORE. WREGKING FROG.

No. 471,927. Patented Mar. 2.9, 1892.

l Arran/ver.

moro-uma., msnmnnw u c Nrrnn STATES FFICE,

VILLIAM HENRY VILMORE, OF MARSHALL, TEXAS, ASSIGNOR OF ONE-HALF TO HENRY R. MORGAN, OF SAME PLACE.

SPECIFICATION forming part of Letters Patent No. 471,927, dated March 29, 1892.

Application tiled .Tune 11, 1891. Serial No. 395,937. (No model.)

To all whom. t may concern.:

Be it known that I, WILLIAM HENRY WIL- MORE, of Marshall, in the count-y of Harrison and State of Texas, have invented certain new and useful Improvements in Wrecking-Frogs and I do hereby declare that the following is a full, clear, and exact description of the invention, which will enable others skilled in the art to which it appertains to make and use the s ame, reference being had to the accompanying drawings, and to the letters of reference marked thereon, which form part of this specification.

This invention relates to certain improvements in railroad wrecking-frogs.

The object of the invention is to provide an lmproved frog for use in placing derailed cars or locomotives upon the rails, exceedingly simple and durable in construction, and

formed substantially in one piece-that,is not in sections-and having improved means to lock the frog to the rail. These objects are accomplished by and this invention consists In certain novel features of construction and In combinations of parts more fully described hereinafter, and particularly pointed out in the claims.

Referring to the accompanying drawings, Figure l is a top plan showing two frogs in operative position on a track. Fig. 2 is a side elevation of the frog on a rail. Fig. 3 is a cross-section on line Fig. l, of the frog and rail, showing the clamps engaging the rail. Fig. 4 is a section o n line y y, Fig. l.' Flg. 5 is a detail perspective of one of the sliding jaw-clamps.

In the drawings the reference-letter a indicates the rails.

The frog is constructed to straddle or t on the rail and is provided with clamping or holding devices, which prevent longitudinal slipping or raising of the frog during the operation of replacing the cars. The upper surface of the frog forms an upward incline on each side of the rail, which inclines gradually decrease in width and form one surface above the rail, -as clearly shown. This top surface of the frog is formed by a bent steel plate h, tapering upwardly in width, as shown, and bifurcated at its lower end at c to receive the rail and pass down on both sides thereof. At the upper end of this bifurcation the steel plate is provided with the metal hood e, which ymetal plates g, these plates being flat, as

shown, and so secured and formed as to leave a channel t' centrally and longitudinally throughout the length of the frog to receive the rail, this channel being closed at the top by Said top steel plate, and also being closed at the sides by the interposed supports or frame between the bottom plates and top plate. The bottom plates near their rear ends are provided with downwardly-projecting lsharp spurs or proj ectionsj, which extend into the sleepers or ties when the frog is in position, and thereby assist in preventing longitudinal movement of the frog.

At its front end the frog is provided with one or more openings or slots on each side between top and bottom plates, in which the sliding clamp-blocks Z are located. The `blocks are so constructed at their inner ends that they will fit beneath the tread of t-he rail when moved in, and thereby prevent the frog being lifted off of the rail or tilted upwardly at either end, and are also so constructed,prefer' ably by means of vertical serrations p', which are adapted to engage the web of the rail, as to assist in preventing longitudinal movement of the frog on the rail. The blocks are of such length as to extend through their openings when pushed in their full extent and are so formed at their outer ends that they can be grasped to be moved in or out. The blocks are held in locking position by means of the bolts m, passed down through openings in the top and bottom plates and the blocks, and the blocks are provided with studs n on each side, which project into longitudinal slots in the sides of the openings in which the blocks move, whereby the blocks are allowed a free in-and-out movement, but complete withdrawal is prevented. w

Each frog on its inner side is provided with an upwardly-projecting iiange or lead o eX- tending from the lower end of the top plate upwardly along its inner edge and at the top or upper portion of said plate extending at a slight angle across the plate, so as to reach its upper end edge at a pointashort distance in- IOO side of the longitudinal channel through the frog and of the inner side of the tread of the rail when the frog is in position, thereby leaving room for the fiange of the Wheel to drop from the inner side of said lead to the inner side of the tread of the rail. The outer side of the top plate is provided with the short upwardly-projecting flange or lead p, extending from the lower edge of the top plate upwardly along the outer edge thereof and ending a distance from the upper end of the top plate sufficient to allow the tread of the wheel to pass between its end and the guiding-lead on the inner side of the frog. The upper end of this short lead is curved slightly inwardly, as shown, so as to direct the wheel on the outer side of the rail inwardly toward the inner lead.

Then it is desired to use this tool, the two clamping-blocks are drawn out and the tool is dropped upon the rail, so that the short lead will be on the outside and its long guiding lead on the inside. The clamping-blocks are then forced in and secured. These Wreckingfrogs are used in pairs-rights and lefts-so that each will have its short lead on the outside and the long lead on the inside. When the frogs have been secured in position, the derailed car or locomotive is drawn up the inclined top plates of the two frogs, one set of wheels passing up the inner side and guided by the inner long lead of one of the frogs, and the other set of wheels on the outside of the rails is drawn up the outer side of the frog on that side and is guided by the short lead of that frog, the long lead guiding the wheels by their flanges, so that the flanges willbe moved laterally and dropped in proper position at the inner sides of the rails andthe short lead engaging the flanges of the opposite wheels and guiding the Wheeis laterally toward the inner lead, which directs them to the inner sides of the rails.

The plate of the short lead is for use in connection with blind drivers.

l. The wrecking-frog comprising the up wardly-inclined top surface with its guides, the longitudinal open channel in the bottom of the frog to receive the rail, the projections on the frog-bottom, for the purposes set forth, and the sliding clamps or blocks to engage the opposite sides of the rail beneath its tread and thereby prevent the frog moving up off of the rail.

2. The frog having an inclined top surface and guides, a longitudinal channel to receive the rail, the openings from the opposite sides of the frog into said channel,and the blocks, constructed substantially as set forth, slidable and loosely confined in said openings to move beneath or from the tread of the rail, for the purposes set forth.

3. A car-replacing frog having the longitudinal channel to receive the rai1,the blocks extending into opposite sides of said channel and constructed to have a limited movement to slide beneath or from the tread of the rail and having the serrated inner ends to engage the rail-web, and means to lock the blocks at their inner position, substantially as described.

In testimony that I claim the foregoing as my own I aflix my signature in presence of two witnesses.

XVILLIAM HENRY XVILMORE.

Witnesses:

F. HEIDELBERG, H. R. MORGAN. 

